US8862344B2 - Clutch actuator and method for the control thereof - Google Patents

Clutch actuator and method for the control thereof Download PDF

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Publication number
US8862344B2
US8862344B2 US12/828,410 US82841010A US8862344B2 US 8862344 B2 US8862344 B2 US 8862344B2 US 82841010 A US82841010 A US 82841010A US 8862344 B2 US8862344 B2 US 8862344B2
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Prior art keywords
actuator
clutch
modules
module
actuator module
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US12/828,410
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US20110054754A1 (en
Inventor
Martin Zimmermann
Matthias Gramann
Juergen Gerhart
Martin Rapp
Wolfgang Hill
Michael Menzel
Wai-Wai BUCHET
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Schaeffler Technologies AG and Co KG
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Schaeffler Technologies AG and Co KG
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00—External control of clutches
    • F16D48/06—Control by electric or electronic means, e.g. of fluid pressure
    • F16D48/064—Control of electrically or electromagnetically actuated clutches
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/12—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/10—System to be controlled
    • F16D2500/102—Actuator
    • F16D2500/1021—Electrical type
    • F16D2500/1023—Electric motor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/10—System to be controlled
    • F16D2500/108—Gear
    • F16D2500/1086—Concentric shafts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/50—Problem to be solved by the control system
    • F16D2500/501—Relating the actuator
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/50—Problem to be solved by the control system
    • F16D2500/51—Relating safety
    • F16D2500/5108—Failure diagnosis
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/50—Problem to be solved by the control system
    • F16D2500/51—Relating safety
    • F16D2500/5114—Failsafe
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/70—Details about the implementation of the control system
    • F16D2500/704—Output parameters from the control unit; Target parameters to be controlled
    • F16D2500/70422—Clutch parameters
    • F16D2500/70424—Outputting a clutch engaged-disengaged signal
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/12—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures
    • F16H2061/1208—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures with diagnostic check cycles; Monitoring of failures
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/12—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures
    • F16H2061/1224—Adapting to failures or work around with other constraints, e.g. circumvention by avoiding use of failed parts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/12—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures
    • F16H2061/1256—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures characterised by the parts or units where malfunctioning was assumed or detected
    • F16H2061/126—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures characterised by the parts or units where malfunctioning was assumed or detected the failing part is the controller
    • F16H2061/1268—Electric parts of the controller, e.g. a defect solenoid, wiring or microprocessor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/12—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures
    • F16H2061/1256—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures characterised by the parts or units where malfunctioning was assumed or detected
    • F16H2061/1276—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures characterised by the parts or units where malfunctioning was assumed or detected the failing part is a friction device, e.g. clutches or brakes
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T74/00—Machine element or mechanism
    • Y10T74/19—Gearing
    • Y10T74/19014—Plural prime movers selectively coupled to common output
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T74/00—Machine element or mechanism
    • Y10T74/19—Gearing
    • Y10T74/19019—Plural power paths from prime mover

Definitions

  • the invention relates to a clutch actuator and to a method for the control thereof for a multi-disk clutch in a multi-disk clutch transmission having a corresponding number of component drive trains.
  • double-clutch transmissions or parallel manual transmissions which have two component drive trains which can be each coupled to an internal combustion engine by means of a friction clutch are known from the prior art.
  • Such double clutch transmissions are shifted in that, when a gear speed is engaged in both component transmission trains, the torque of the internal combustion engine is transmitted in what is referred to as an overlap of the friction clutches from one component drive train to the other in a slipping operating mode by virtue of the fact that the previously opened friction clutch is closed and the previously opened friction clutch is closed. Outside a shifting operation, one of the two friction clutches must therefore always be open during the operating mode in order to prevent the transmission and then the drive wheels from locking.
  • the clutch actuator with the actuator modules has to be of non-self-locking configuration here to a state which opens automatically in the currentless state, as a result of which correspondingly large actuator forces have to be made available, and in particular high-power electric motors with a corresponding installation space have to be used.
  • a clutch actuator for actuating a multi-disk clutch having at least two friction clutches composed of at least two actuator modules, each with an electric motor and a disengagement mechanism which is driven thereby and respectively acts on a friction clutch in order to actuate it, as well as a control unit for controlling and supplying power to the electric motor, wherein the actuator modules are connected to one another by means of a data line.
  • the multi-disk clutch is advantageously a double clutch having two friction clutches, with an actuator module of the clutch actuator actuating one of the two friction clutches in each case.
  • Each actuator module contains a control unit in which the signals for controlling the electric motor, for example the commutation thereof in the case of a brushless, electronically commutated electric motor are determined from sensors, such as Hall sensors, which detect the rotational movement of the rotor in said electric motor, and said signals are passed onto the electric motor. Furthermore, data, for example in the form of characteristic diagrams or mathematical functions, are stored in the control unit, said control unit storing an assignment of the clutch travel to the torque which is transmitted via the friction clutch which assignment is continuously updated and adapted to the physical changes in the friction clutch and the disengagement mechanism.
  • actuator module is automatically capable of generating a control value which is necessary during a clutch actuation process, and of outputting it to the electric motor and monitoring the execution thereof.
  • One of the actuator modules or all the actuator modules may contain functional software which may contain superordinate functions such as monitoring functions, communication with other on-board power system units and the like.
  • the data line may use a serial transmission protocol and be based an on the transmission protocol of the known bus systems such as CAN bus, wherein there is no provision for the data line to be connected to the on-board power system and exchange data.
  • the operating states of the individual actuator modules are advantageously exchanged via the data line and, for example, corresponding monitoring modules, which check the plausibility of the signals which are output to the electric motor, can be provided in each of the actuator modules.
  • a functional fault of an actuator module becomes apparent for example if the power supply of the electric motor is faulty or has failed, the electric motor is defective and therefore does not set a calculated actuation travel, the control unit itself has failed or the like, corresponding information is transmitted to the other actuator modules which, in order to avoid imminent sticking of the transmission, open the remaining friction clutches, the second friction clutch in the case of a double clutch.
  • the functionally capable actuator modules are therefore controlled as a function of the operating state of a functionally faulty actuator module.
  • a fault signal can be transmitted in this context via the data line to at least one further actuator module, and at least one second actuator module can be operated in an emergency operating mode.
  • the exclusive function of the actuator module or modules which are still functionally capable and the deactivation of the functionally faulty actuator module are initiated.
  • the movement of the electric motor of the functionally faulty actuator module can be stopped immediately and the still functionally capable actuator modules cause the friction clutches assigned to them to open so that the transmission is prevented from sticking.
  • the actuator modules are advantageously each connected individually to a voltage supply of an on-board power system, and when the vehicle is activated they are actuated with a corresponding transmission, and after the vehicle has been shut down, they are switched off again. It has proven advantageous if the power supply is continuously connected to the actuator modules in the form of a supply line, and if a control line which is connected to an ignition switch, an ignition lock or some other control line which indicates the actuation is connected to the actuator modules by means of a separate plug, which control line supplies so much electrical energy during the operation that if there is a cable break or the plug of the supply line for the power supply breaks off, at least the control unit with its low power demand can continue to be supplied with power via the control line.
  • the redundant supply of the actuator modules can also be provided in another way, for example by means of a double plug and line connections.
  • the proposed actuator modules can be used for what are referred to as normally open friction clutches, which are closed in the relaxed state and are applied by means of an actuator module.
  • the actuator modules are of self-locking designs so that in the opened state such a friction clutch only requires very small actuation forces. Owing to the reciprocal monitoring of the actuator modules for functional faults, in the event of a functional fault there is no need for self-opening of the two friction clutches. Instead, the functional fault is detected in good time by the remaining actuator module or modules, and the associated friction clutch is opened, so that the possibly no longer functionally capable friction clutch, which is therefore transmitting torque, is the only friction clutch transmitting torque and the transmission therefore cannot stick.
  • the actuator forces can be reduced and the associated electric motors can be configured to be weaker. This may lead to a cost saving and to a lower installation space requirement of the clutch actuator.
  • a control unit which monitors both actuator modules may be provided, with the two actuator modules likewise being equipped as what are referred to as smart actuator modules with units equipped with own processor units.
  • at least parts of an open-loop and closed-loop control system of a friction clutch can be anchored in the superordinate control unit, and other parts of the open-loop and closed-loop control system may be anchored in the actuator units, as can a complete data processing system for the open-loop and closed-loop control of the friction clutch in the superordinate control unit and respectively for an actuator module in the respective actuator module. It is advantageous here that monitoring functions for one actuator module are implemented in the other actuator module.
  • the object is also achieved by means of a method for the control of a clutch actuator for actuating a multi-disk clutch having at least two friction clutches composed of at least two actuator modules, each with an electric motor and a disengagement mechanism which is driven thereby and respectively acts on a friction clutch in order to actuate it, as well as a control unit for controlling and supplying power to the electric motor, wherein the actuator modules are connected to one another by means of a data line, and the functional capability of an actuator module is monitored by means of at least one second actuator module.
  • status information of a first actuator module is transmitted to at least one further actuator module via the data line.
  • the at least other actuator module can check the status information for a fault of the first actuator module, and switch it to an emergency operating mode if a fault is detected, wherein in this emergency operating mode a drive of the first actuator module can be blocked and the at least one other actuator module can open the friction clutch which is assigned thereto.
  • a signal is output to a control unit which is provided for controlling the transmission and which disengages a gear speed which is, if appropriate, engaged in a component drive train assigned to the friction clutch with the actuator module which is subject to a fault.
  • Table 1 represents various functional faults for an actuator module (AM1) of a friction clutch K1 of a double clutch.
  • the functional faults are transferred to the actuator module 2 of the second friction clutch K2.
  • the functions of the plugs and lines are here, in a second monitoring level, for example, the plausibility of the control values, and in a third monitoring level, for example, the plausibility of the microprocessor which is used in the control unit.
  • FIGS. 1 to 3 The invention is explained in more detail below with reference to FIGS. 1 to 3 , in which:
  • FIG. 1 shows a schematically illustrated exemplary embodiment of a clutch actuator for a double clutch with two actuator modules
  • FIG. 2 is an illustration of the function of an actuator module in a block view
  • FIG. 3 is a further illustration of the function of a clutch actuator with a superordinate control unit in a block view.
  • FIG. 1 is a schematic view of a clutch actuator 1 having two actuator modules 2 , 3 , each with a control unit 4 and an output stage with power electronics for energizing the electric motor 6 .
  • the electric motor 6 is an electronically commutated motor with Hall sensors, the signals of which are detected in the commutation unit 7 of the control unit.
  • the electric motor is also commutated in the commutation unit 7 which transmits the commutation signals to the output stage 5 which supplies electrical energy to the electric motor 6 .
  • the control unit 4 also comprises a position controller 8 , which converts corresponding actuation commands for the affected friction clutch, actuated by the electric motors 4 by means of a disengagement mechanism, into electrical actuation signals as a function of functional software 9 , which can be implemented in one of the two actuator modules 2 , 3 or in both actuator modules 2 , 3 or in an external control unit, and monitors actuator travel which is carried out.
  • functional software 9 can be implemented in one of the two actuator modules 2 , 3 or in both actuator modules 2 , 3 or in an external control unit, and monitors actuator travel which is carried out.
  • the actuator module 2 has the functional software 9 and it communicates via CAN bus 10 with further control units of the vehicle.
  • the transmission of data relating to the functional software 9 is carried out via the internal serial data line 11 .
  • the actuator module 3 may, in particular, likewise have a connection to the CAN bus, with functional software which is implemented in another control unit.
  • the functional software may be stored in the form of an ASICS or as software in
  • the actuator modules 2 , 3 monitor one another for functional faults. For this purpose, monitoring is carried out in each actor module 2 , 3 on multiple levels, which, in the embodiment shown, are illustrated as blocks 12 , 13 , and are each performing a routine independently and enable the output stage 5 when the control unit 4 functions properly. If a functional fault is determined in one of the blocks 12 , 13 , the output stage is switched off and the continuously updated operating status is switched over from the normal mode to the fault mode via the data line 11 , for example by a fault bit being set.
  • the transmission of the operating state can take place qualitatively, via the transmission of a fault message, or quantitatively, via the type of fault being transmitted.
  • the other actuator module reacts, for example by energizing the electric motor 6 in a regulated or unregulated fashion, and the friction clutch which is assigned to this actuator module is therefore opened.
  • the position controller 8 In order to react to a functional fault, it is possible to directly access the position controller 8 after the transmission of a functional fault in the other actuator module 2 , 3 and/or a routine 14 for emergency operation of the functionally capable actuator module is started. In this way, it is possible, for example after the disengagement of a gear speed which is possibly engaged in the component drive train which is subject to a functional fault, the component drive train which is still functionally capable can be operated in an automated fashion with interruption of the tractive force and a restricted gear speed selection.
  • the control of the friction clutch can be carried out by means of the routine 14 or with a routine which runs in the functional software.
  • the two actuator modules 2 , 3 are supplied with electrical energy from the on-board power system of the motor vehicle by means of a supply line 15 .
  • the control line 16 controls the actuation and deactuation of the actuator modules 2 , 3 as a function of actuation of the motor vehicle, for example by means of an ignition signal or a starter switch.
  • the function of the energy supply of an actuator module 2 , 3 can advantageously be checked by the other actuator module 3 , 2 . It is therefore possible, for example when the supply voltage at the supply line fails after a cable break, blowing of the fuse or dropping off of the plug, to determine a detected functional fault in the box 12 , 13 .
  • control unit 4 is connected to the control line 16 in such a way that when the supply line 15 fails, the supply to the control unit 4 which is configured for a low energy requirement is ensured without the output stage 5 , and a transmission of signals relating to the functional fault is maintained via the data line 11 .
  • control line 16 is interrupted for the above-mentioned reasons, this can be detected in the actuator module which is affected, and a fault message can be passed on to a central control unit 4 via a CAN bus. An interruption in the control line 6 does not influence the functioning of the actuator modules 2 , 3 . If the control unit 4 fails, this can also be detected by the other actuator module as a result of the failure of the communication via the data line 11 , and corresponding steps can be initiated by said actuator module.
  • FIG. 2 shows a schematic illustration of the functioning of an actuator module such as is shown, for example, in FIG. 1 .
  • a desired control value, which is to be set, for the electric motor is output by the functional software at the functional level Kx, and actuation travel or disengagement travel for the friction clutch is thereby output taking into account the transmission ratios between them.
  • a corresponding electrical control value is determined and output at the output stage Kx for the energization of the electric motor.
  • checking Kx is carried out which compares the raw value of the manipulated value with that in the functional level Kx. If the comparison is plausible, the output stage Kx is enabled.
  • a third level further checking measures are carried out in the form of a program running control, storage tests and command test, which check the functioning of the microprocessor of the control unit.
  • the operating status of this check is passed on via the data line to the other actuator module and assessed by a monitoring module. If the monitoring is plausible, the output stage Kx is released via a second path. Only if both monitoring processes, specifically a plausible control value is present and it has been checked that the microprocessor has passed the tests which have been carried out, is the output stage released and parallel to this the faultless operating state transferred to the other actuator module. If there is a contradiction in one of the two levels, the output stage is not switched, that is to say the current position of the electric motor, and therefore of the friction clutch, is frozen. A corresponding message is transferred to the other actuator module and an emergency operating mode is initiated, which, for example, immediately adjusts or opens as quickly as possible the friction clutch which is assigned to this actuator module.
  • FIG. 3 shows in a schematic illustration as a block circuit diagram a clutch actuator 101 with a superordinate control unit 117 as well as two actuator units 102 , 103 with electric motors which actuate the friction clutches assigned to said actuator units 102 , 103 , and processor units which control said electric motors.
  • each actuator module 102 , 103 is respectively connected to the superordinate control unit 117 by means of a data line 104 , 105 .
  • the two actuator modules 102 , 103 are connected to one another by means of one data line 106 , 107 each.
  • the data lines 104 , 105 , 106 , 107 may be physically separate lines or a component of a data communication means such as a CAN bus.
  • the data lines which are represented as arrows here only indicate the direction of the information flow. Of course, the data lines may be configured physically as bidirectional signal lines.
  • the functional software in the superordinate control unit 117 , it is possible for the functional software to be implemented here in a first level or control hierarchy which determines control variables, relating to how the friction clutches which are actuated by the actuator modules 102 , 103 are to be controlled, that is to say actuated, from requests from superordinate vehicle data and driver requests.
  • a second level may be provided via this level, in which second level the control variables which are output by the functional software are monitored for their plausibility.
  • a processor or a module of the processor which operates independently of processes of the first level can calculate plausibility-checking variables redundantly and/or according to other forms of calculation, said plausibility variables being compared with the control variables of the functional software. If there is a significant difference between the control variables and the plausibility-checking variables, an emergency operating mode, in which, for example, the associated electric motor is switched off, can be initiated.
  • monitoring variables can be transmitted directly or as a third level from the superordinate control unit to the actuator modules 102 , 103 via the data lines 104 , 105 .
  • the two actuator modules 102 , 103 can monitor these monitoring variables again for plausibility and make, for example, the switching off of an electric motor dependent on the result of this plausibility checking.
  • monitoring routines can be implemented in a criss-cross fashion in the respective other actuator module 102 , 103 and transmitted to the respective other actuator module 103 , 102 .
  • results of the plausibility checks in the superordinate control unit 117 and in the other actuator module 103 , 102 are compared with one another for the monitoring of an actuator module 102 , 103 , and the affected electric motor is switched off only if both plausibility checks provide the same result.
  • Different results may result from, for example, processor defects in the individual monitoring units and/or line breaks therebetween.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Mechanical Engineering (AREA)
  • Electromagnetism (AREA)
  • Fluid Mechanics (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
  • Control Of Transmission Device (AREA)
US12/828,410 2008-01-02 2010-07-01 Clutch actuator and method for the control thereof Expired - Fee Related US8862344B2 (en)

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US11162549B2 (en) 2017-04-26 2021-11-02 Vitesco Technologies GmbH Method for diagnosing clutch stuck and apparatus thereof

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KR102214250B1 (ko) * 2013-10-01 2021-02-09 섀플러 테크놀로지스 아게 운트 코. 카게 클러치 액추에이터 또는 기어 액추에이터용으로 오버몰딩된 고정자의 위치 설정 및 상기 액추에이터 내부로의 회전자 위치 자석의 도입
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US9810319B2 (en) * 2014-07-16 2017-11-07 Honda Motor Co., Ltd Control apparatus for automatic transmission
US11162549B2 (en) 2017-04-26 2021-11-02 Vitesco Technologies GmbH Method for diagnosing clutch stuck and apparatus thereof

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DE112008003289A5 (de) 2010-09-02
JP2011508859A (ja) 2011-03-17
DE112008003289B4 (de) 2020-10-15
US20110054754A1 (en) 2011-03-03
JP5546462B2 (ja) 2014-07-09
DE102008061564A1 (de) 2009-07-09
CN101910669A (zh) 2010-12-08
WO2009082994A1 (de) 2009-07-09
CN101910669B (zh) 2014-04-09

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